Rotorcraft vibration suppression system in a four corner pylon mount configuration

ABSTRACT

The vibration suppression system includes a vibration isolator located in each corner in a four corner pylon mount structural assembly. The combination of four vibration isolators, two being forward of the transmission, and two being aft of the transmission, collectively are effective at isolating main rotor vertical shear, pitch moment, as well as roll moment induced vibrations. Each opposing pair of vibration isolators can efficiently react against the moment oscillations because the moment can be decomposed into two antagonistic vertical oscillations at each vibration isolator. A pylon structure extends between a pair of vibration isolators thereby allowing the vibration isolators to be spaced a away from a vibrating body to provide increased control.

BACKGROUND Technical Field

The present application relates in general to vibration control. Morespecifically, the present application relates to systems for isolatingmechanical vibrations in structures or bodies that are subject toharmonic or oscillating displacements or forces. The systems of thepresent application are well suited for use in the field of aircraft, inparticular, helicopters and other rotary wing aircraft.

Description of Related Art

For many years, effort has been directed toward the design of anapparatus for isolating a vibrating body from transmitting itsvibrations to another body. Such apparatuses are useful in a variety oftechnical fields in which it is desirable to isolate the vibration of anoscillating or vibrating device, such as an engine, from the remainderof the structure. Typical vibration isolation and attenuation devices(“isolators”) employ various combinations of the mechanical systemelements (springs and mass) to adjust the frequency responsecharacteristics of the overall system to achieve acceptable levels ofvibration in the structures of interest in the system. One field inwhich these isolators find a great deal of use is in aircraft, whereinvibration-isolation systems are utilized to isolate the fuselage orother portions of an aircraft from mechanical vibrations, such asharmonic vibrations, which are associated with the propulsion system,and which arise from the engine, transmission, and propellers or rotorsof the aircraft.

Vibration isolators are distinguishable from damping devices in theprior art that are erroneously referred to as “isolators.” A simpleforce equation for vibration is set forth as follows:F=m{umlaut over (x)}+c{dot over (x)}+kx

A vibration isolator utilizes inertial forces (m{umlaut over (x)}) tocancel elastic forces (kx). On the other hand, a damping device isconcerned with utilizing dissipative effects (c{dot over (x)}) to removeenergy from a vibrating system.

One important engineering objective during the design of an aircraftvibration-isolation system is to minimize the length, weight, andoverall size including cross-section of the isolation device. This is aprimary objective of all engineering efforts relating to aircraft. It isespecially important in the design and manufacture of helicopters andother rotary wing aircraft, such as tilt rotor aircraft, which arerequired to hover against the dead weight of the aircraft, and whichare, thus, somewhat constrained in their payload in comparison withfixed-wing aircraft.

Another important engineering objective during the design ofvibration-isolation systems is the conservation of the engineeringresources that have been expended in the design of other aspects of theaircraft or in the vibration-isolation system. In other words, it is animportant industry objective to make incremental improvements in theperformance of vibration isolation systems which do not require radicalre-engineering or complete redesign of all of the components which arepresent in the existing vibration-isolation systems.

DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the embodiments of thepresent application are set forth in the appended claims. However, theembodiments themselves, as well as a preferred mode of use, and furtherobjectives and advantages thereof, will best be understood by referenceto the following detailed description when read in conjunction with theaccompanying drawings, wherein:

FIG. 1 is a side view of a rotorcraft having a vibration suppressionsystem, according to an illustrative embodiment of the presentapplication;

FIG. 2A is a plan view of a tilt rotor aircraft, according to thepresent application in an airplane mode;

FIG. 2B is a perspective view of a tilt rotor aircraft, according to thepresent application in a helicopter mode;

FIG. 3 is a side view of the vibration suppression system, according toan illustrative embodiment of the present application;

FIG. 4 is a top view of the vibration suppression system, according toan illustrative embodiment of the present application;

FIG. 5 is a partial side view of the vibration suppression system,according to an illustrative embodiment of the present application;

FIG. 6 is a side view of an exemplary embodiment of a vibrationisolator, according to an illustrative embodiment of the presentapplication;

FIG. 7 is a section view of the vibration isolator, taken at sectionlines VII-VII, according to an illustrative embodiment of the presentapplication;

FIG. 8 is a mechanical equivalent force diagram of the vibrationisolator of FIGS. 6 and 7; and

FIG. 9 is a schematic view of an active vibration control system,according to an illustrative embodiment of the present application.

While the system and method of the present application is susceptible tovarious modifications and alternative forms, specific embodimentsthereof have been shown by way of example in the drawings and are hereindescribed in detail. It should be understood, however, that thedescription herein of specific embodiments is not intended to limit theapplication to the particular embodiment disclosed, but on the contrary,the intention is to cover all modifications, equivalents, andalternatives falling within the spirit and scope of the process of thepresent application as defined by the appended claims.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Illustrative embodiments of the system and method of the presentapplication are described below. In the interest of clarity, not allfeatures of an actual implementation are described in thisspecification. It will of course be appreciated that in the developmentof any such actual embodiment, numerous implementation-specificdecisions must be made to achieve the developer's specific goals, suchas compliance with system-related and business-related constraints,which will vary from one implementation to another. Moreover, it will beappreciated that such a development effort might be complex andtime-consuming but would nevertheless be a routine undertaking for thoseof ordinary skill in the art having the benefit of this disclosure.

In the specification, reference may be made to the spatial relationshipsbetween various components and to the spatial orientation of variousaspects of components as the devices are depicted in the attacheddrawings. However, as will be recognized by those skilled in the artafter a complete reading of the present application, the devices,members, apparatuses, etc. described herein may be positioned in anydesired orientation. Thus, the use of terms such as “above,” “below,”“upper,” “lower,” or other like terms to describe a spatial relationshipbetween various components or to describe the spatial orientation ofaspects of such components should be understood to describe a relativerelationship between the components or a spatial orientation of aspectsof such components, respectively, as the device described herein may beoriented in any desired direction.

Referring to FIG. 1 in the drawings, a rotorcraft 11 is illustrated.Rotorcraft 11 has a rotor system 13 with a plurality of rotor blades 21.Rotorcraft 11 further includes a fuselage 15, landing gear 17, and anempennage 19. A main rotor control system can be used to selectivelycontrol the pitch of each rotor blade 21 in order to selectively controldirection, thrust, and lift of rotorcraft 11. It should be appreciatedthat even though rotorcraft 11 is depicted as having certain illustratedfeatures, it should be appreciated that rotorcraft 11 can take on avariety of implementation specific configurations, as one of ordinaryskill in the art would fully appreciate having the benefit of thisdisclosure. Further, it should be appreciated that rotorcraft 11 canhave variety of rotor blade quantities. It should be understood that thesystems of the present application may be used with any aircraft onwhich it would be desirable to have vibration isolation, includingunmanned aerial vehicles that are remotely piloted.

The systems of the present application may also be utilized on othertypes of rotary wing aircraft. Referring now to FIGS. 2A and 2B in thedrawings, a tilt rotor aircraft 111 according to the present applicationis illustrated. As is conventional with tilt rotor aircraft, rotorassemblies 113 a and 113 b are carried by wings 115 a and 115 b, and aredisposed at end portions 116 a and 116 b of wings 115 a and 115 b,respectively. Tilt rotor assemblies 113 a and 113 b include nacelles 120a and 120 b, which carry the engines and transmissions of tilt rotoraircraft 111, as well as, rotor hubs 119 a and 119 b on forward ends 121a and 121 b of tilt rotor assemblies 113 a and 113 b, respectively.

Tilt rotor assemblies 113 a and 113 b move or rotate relative to wingmembers 115 a and 115 b between a helicopter mode in which tilt rotorassemblies 113 a and 113 b are tilted upward, such that tilt rotoraircraft 111 flies like a conventional helicopter; and an airplane modein which tilt rotor assemblies 113 a and 113 b are tilted forward, suchthat tilt rotor aircraft 111 flies like a conventional propeller drivenaircraft. In FIG. 2A, tilt rotor aircraft 111 is shown in the airplanemode; and in FIG. 2B, tilt rotor aircraft 111 is shown in the helicoptermode. As shown in FIGS. 2A and 2B, wings 115 a and 115 b are coupled toa fuselage 114. Tilt rotor aircraft 111 also includes a vibrationisolation system according to the present application for isolatingfuselage 114 or other portions of tilt rotor aircraft 111 frommechanical vibrations, such as harmonic vibrations, which are associatedwith the propulsion system and which arise from the engines,transmissions, and rotors of tilt rotor aircraft 111.

Referring to FIGS. 3-5, a vibration suppression system 601 isillustrated. System 601, also termed a vibration isolator system,includes a vibration isolator 401 located in each corner in a fourcorner pylon mount structural assembly. The combination of fourvibration isolators 401, two being forward of transmission 607, and twobeing aft of transmission 607, collectively are effective at isolatingmain rotor vertical shear, pitch moment, as well as roll moment inducedvibrations. For example, rotor hub induced pitch moment vibrations,which can become relatively large in high-speed forward flight, can beeffectively isolated with the four vibration isolators, corner locatedas shown in FIGS. 3 and 4. Locating isolators 401 away from thetransmission is an improvement over legacy configurations whichtypically couple the transmission directly to the isolator. However,this is not the case in the present application.

The four corner pylon mount structural assembly includes a first pylonstructure 615 a, second pylon structure 615 b, a first roof beam 603 a,a second roof beam 603 b, a forward cross member 201 a, and an aft crossmember 201 b. Structural adapters can be used to structurally coupleroof beams 603 a and 603 b with cross members 201 a and 201 b. In theillustrated embodiment, roof beams 603 a and 603 b are coupled to anairframe 605, while pylon structures 615 a and 615 b are coupled toisolators 401. First pylon structure 615 a is mounted with a firstvibration isolator 401 a and a second vibration isolator 401 b, while asecond pylon structure 615 b is mounted with a third vibration isolator401 c and a fourth vibration isolator 401 d. Each vibration isolator 401a-d is mounted substantially vertical, as illustrated in FIG. 5.Transmission 607 is coupled to pylon structures 615 a and 615 b asopposed to direct coupling to the isolators. A driveshaft 609 carriesmechanical power from an engine 611 to transmission 607. It should beappreciated that embodiments of pylon system 601 may employ anypractical number of engines and transmissions. Furthermore, it iscontemplated that any plurality of pylon structures and vibrationisolators may be used in a variety of orientations spaced fore, aft, andeven outboard of transmission 607.

As seen in FIGS. 4 and 5, isolators 401 a-d are mounted away fromtransmission 607. For example, isolators 401 a-d are mounted forward andaft of transmission 607. Additionally, isolators 401 a-d are mountedoutboard from transmission 607. As depicted in FIG. 4, isolators 401 a-dare mounted sufficiently outboard so as to be located further outboardthan the point of coupling 606 between transmission 607 and pylonstructures 615 a and 615 b. The point of coupling 606 is inboard betweenroof beams 603 a, 603 b. In so doing, two isolators 401 a, 401 c arepositioned above roof beams 603 a, 603 b forward of transmission 607.Likewise two isolators 401 b, 401 d are positioned above roof beams 603a, 603 b aft of transmission 607. Isolators 401 a-d are spaced away fromthe point of coupling between pylon structures 615 a and 615 b and thetransmission in fore, aft, and outboard directions in the preferredembodiment. However, it is understood that other embodiments may adjustthe spacing do affect dynamics from different aircraft or transmissions.

Pylon structures 615 a, 615 b are configured to correlate motion of thetransmission between a plurality of isolators 401 simultaneously bysuspending a portion of transmission 607 between a plurality ofisolators located on opposing ends of the pylon structure. The use ofpylon structures 615 a, 615 b permits an aircraft to space the locationof isolators 401 a-d to an infinite number of locations independent oftransmission 607. Locating isolators forward and aft of transmissionpermits the pylon mount structural assembly minimizes the size of eachisolator 401 a-d and avoids the use of additional elements to controlthe dynamics of transmission 607. For example, the pylon mountstructural assembly is springless in that the assembly does not use aspring mounted externally beneath the transmission to control dynamicsof the transmission. The pylon mount structural assembly is configuredto control pitch and roll dynamics by spacing of isolators 401 a-d andthe use of pylon structures 615 a and 615 b.

Further, implementing active vibration isolators, such as piezoelectricvibration isolators, can be effective for vibration isolation for amultiple RPM rotorcraft. It should be appreciated that other activeactuation methods can be used as well, such as hydraulic,electromagnetic, electromechanical, to name a few. Active vibrationisolators can also achieve better vibration isolation by overcomingdamping losses, and adjusting the frequency response characteristics.Further, each opposing pair of vibration isolators 401 can efficientlyreact against the moment oscillations because the moment can bedecomposed into two antagonistic vertical oscillations at each vibrationisolator 401.

Referring now also to FIGS. 6 and 7 in the drawings, isolator 401comprises an upper housing 403 and a lower housing 405. An upperreservoir housing 427 and a lower reservoir housing 429 are coupled toend portions of upper housing 403 and a lower housing 405, respectively.Each upper reservoir housing 427 and a lower reservoir housing 429define an upper fluid chamber 407 and a lower fluid chamber 409,respectively. A piston spindle 411 includes a cylindrical portion thatis at least partially disposed within the interior of upper housing 403and lower housing 405. A plurality of studs 417 rigidly couple togetherupper housing 403 and a lower housing 405 via an upper ring 439 and alower ring 441, respectively, so that upper housing 403 and lowerhousing 405 function as a single rigid body. Studs 417 extend throughpiston spindle 411 within apertures sized to prevent any contact betweenstuds 417 and piston spindle 411 during operation. Further, pistonspindle 411 is resiliently coupled to upper housing 403 and lowerhousing 405 via an upper elastomer member 413 and a lower elastomermember 415, respectively. Upper elastomer member 413 and lower elastomermember 415 each function similar to a journal bearing, as furtherdiscussed herein.

Piston spindle 411 is coupled to a vibrating body, such as atransmission of an aircraft via a pylon assembly, such as a pylonassembly 601. A spherical bearing assembly 425 is coupled to lowerhousing 405. Spherical bearing assembly 425 includes an attachmentmember 431 configured for coupling the spherical bearing assembly 425 toa body to be isolated from vibration, such as a roof beam of an airframein an aircraft, such as roof beam 603. In such an arrangement, theairframe serves as the body to be isolated from vibration, and thetransmission of the aircraft serves as the vibrating body. Sphericalbearing assembly 425 includes a spherical elastomeric member 433 havingan elastomeric material bonded between a non-resilient concave memberand a non-resilient convex member. Spherical elastomeric member 433 isconfigured to compensate for misalignment in loading between the pylonassembly 601 and roof beam 603 through shearing deformation of theelastomeric material. Spherical elastomeric member 433 is partiallyspherical shaped with a rotational center point 445 that lies on acenterline plane 443 of attachment member 431. Furthermore, sphericalbearing assembly 425 is positioned and located to reduce an overallinstallation height of vibration isolator 401, as well is provideoptimized performance of pylon assembly 601 and related propulsioncomponents.

Upper elastomer member 413 and lower elastomer member 415 seal andresiliently locate piston spindle 411 within the interior upper housing403 and lower housing 405. Upper housing 403 and lower housing 405 caneach be coupled to piston spindle 411 with an upper adapter 435 andlower adapter 437, respectively. Upper elastomer member 413 and lowerelastomer member 415 function at least as a spring to permit pistonspindle 411 to move or oscillate relative to upper housing 403 and lowerhousing 405. Upper elastomer member 413 and lower elastomer member 415can be a solid elastomer member, or alternatively can be alternatinglayers of non-resilient shim members and elastomer layers.

Isolator 401 further includes an elongated portion 419 integral withpiston spindle 411, the elongated portion 419 being configured to definea tuning passage 421. Tuning passage 421 axially extends throughelongated portion 419 to provide for fluid communication between upperfluid chamber 407 and lower fluid chamber 409. The approximate length oftuning passage 421 preferably coincides with the length of elongatedportion 419, and is further defined by L1. Tuning passage 421 isgenerally circular in cross-section and can be partially taperedlongitudinally in order to provide efficient fluid flow.

A tuning fluid 423 is disposed in upper fluid chamber 407, lower fluidchamber 409, and tuning passage 421. Tuning fluid 423 preferably has lowviscosity, relatively high density, and non-corrosive properties. Forexample, tuning fluid 423 may be a proprietary fluid, such as SPF Imanufactured by LORD CORPORATION. Other embodiments may incorporatehydraulic fluid having suspended dense particulate matter, for example.

The introduction of a force into piston spindle 411 translates pistonspindle 411 and elongated portion 419 relative to upper housing 403 andlower housing 405. Such a displacement of piston spindle 411 andelongated portion 419 forces tuning fluid 423 to move through tuningpassage 421 in the opposite direction of the displacement of pistonspindle 411 and elongated portion 419. Such a movement of tuning fluid423 produces an inertial force that cancels, or isolates, the force frompiston spindle 411. During typical operation, the force imparted onpiston spindle 411 is oscillatory; therefore, the inertial force oftuning fluid 423 is also oscillatory, the oscillation being at adiscrete frequency, i.e., isolation frequency.

The isolation frequency (f_(i)) of vibration isolator 401 can berepresented by the following equation:

$f_{i} = {\frac{1}{2\pi}\sqrt{\frac{K}{{R\left( {R - 1} \right)}m_{t}}}}$

In the above equation, R represents the ratio of the functional areaA_(p) of piston spindle 411 to the total area A_(T) inside the tuningpassage 421. As such, R=A_(p)/A_(T) Mass of tuning fluid 423 isrepresented by m_(t). The combined spring rate of elastomer members 413and 415 is represented by K.

It should be appreciated that isolator 401 is merely exemplary of a widevariety of vibration isolators that may be used. For example, vibrationisolator 401 is illustrated as a passive vibration isolator; however, itshould be fully appreciated that vibration isolator 401 can also be ofan active isolator. An active isolator is configured so that theisolation frequency can be selective changed during operation. Forexample, an active vibration isolator is illustrated in U.S. PatentApplication Publication No. US 2006/0151272 A1, titled “PiezoelectricLiquid Inertia Vibration Eliminator”, published 13 Jul. 2006, to MichaelR. Smith et al., which is hereby incorporated by reference.

Vibration suppression system 601 is configured such that transmission607 is “soft mounted” with a vibration isolator 401 a-d located at eachend of a pylon structure 615. During operation, each vibration isolator401 a-d allows each pylon structure 615 a, 615 b to float relative toroof beams 603 a, 603 b through the deformation of upper elastomermember 413, lower elastomer member 415, and spherical elastomeric member433. If coupling 613 is required to compensate for a large amount ofaxial and angular misalignment, then the size and complexity of coupling613 is undesirably large. Further, it is desirable to minimize the sizeand complexity of aircraft components in order to minimize weight andexpense of the aircraft, thereby maximizing performance and reducingmanufacturing associated expenditure. As such, vibration isolators 401a-d are uniquely configured to reduce the size and complexity of drivesystem components, such as coupling 613. More specifically, sphericalbearing assembly 425 is configured so that centerline plane 443 ofattachment member 431 lies on or near a waterline plane of driveshaftaxis 617 so as to reduce a moment arm that could otherwise contribute toaxial (chucking) misalignment. An undesirable moment arm could beproduced if centerline plane 443 of attachment member 431 were to lie asignificant moment arm distance, as measured in the waterline direction,from driveshaft axis 617. Chucking occurs essentially when engine 611and transmission translate towards or away from each other. Further, thelocation of spherical bearing assembly 425 circumferentially aroundlower housing 405 reduces the overall height of vibration isolators 401a-d. A compact pylon system 601 improves performance by reducing momentarms that can react between components.

Referring briefly to FIG. 8 in the drawings, a mechanical equivalentmodel 701 for vibration isolator 401 of FIGS. 4 and 5 is illustrated. Inmechanical equivalent model 701, a box 703 represents the mass of thefuselage M_(fuselage); a box 705 represents the mass of the pylonassembly M_(pylon); and a box 707 represents the mass of the tuning massM_(t), in this case, the mass of tuning fluid 423. A vibratory forceF·sin(ωt) is generated by the transmission and propulsion system. ForceF·sin(ωt) is a function of the frequency of vibration of thetransmission and propulsion system.

Force F·sin(ωt) causes an oscillatory displacement up of the pylonassembly; an oscillatory displacement of the fuselage u_(f); and anoscillatory displacement of the tuning mass u_(t). Elastomer members 413and 415 are represented by a spring 709 disposed between the fuselageM_(fuselage) and the pylon assembly M_(pylon). Spring 709 has a springconstant K.

In mechanical equivalent model 701, tuning mass M_(t) functions as ifcantilevered from a first fulcrum 711 attached to the pylon assemblyM_(pylon), and a second fulcrum 713 attached to the fuselageM_(fuselage). The distance a from first fulcrum 711 to second fulcrum713 represents the cross-sectional area of tuning passage 421, and thedistance b from first fulcrum 711 to the tuning mass M_(t) representsthe effective cross-sectional area of piston spindle 411, such that anarea ratio, or hydraulic ratio, R is equal to the ratio of b to a.Mechanical equivalent model 701 leads to the following equation ofmotion for the system:

${{\begin{bmatrix}{M_{pylon} + {\left( {R - 1} \right)^{2}M_{t}}} & {{- {R\left( {R - 1} \right)}}M_{t}} \\{{- {R\left( {R - 1} \right)}}M_{t}} & {M_{fuselage} + {R^{2}M_{t}}}\end{bmatrix}\begin{Bmatrix}{\overset{¨}{u}}_{p} \\{\overset{¨}{u}}_{f}\end{Bmatrix}} + {\begin{bmatrix}K & {- K} \\{- K} & K\end{bmatrix}\begin{Bmatrix}u_{p} \\u_{f}\end{Bmatrix}}} = \begin{Bmatrix}{F\;{\sin\left( {\omega\; t} \right)}} \\0\end{Bmatrix}$

As is evident, no means for actively tuning vibration isolator 401 isavailable. Once the cross-sectional areas of tuning passage 421 andpiston spindle 411 are determined, and the tuning fluid is chosen, theoperation of vibration isolator 401 is set. However, an embodiment ofvibration isolator 401 can be configured such that the isolationfrequency can be selectively altered and optimized by the removing andreplacing elongated portion 419 from piston spindle 411 with anotherelongated portion 419 having a different diameter tuning passage 421. Assuch, vibration isolator 401 can be adaptable to treat a variety ofisolation frequencies, as well as being adaptable for variances instiffness K of upper and lower elastomer members 413 and 415.

Referring now also to FIG. 9, an active vibration control system 801 isillustrated. System 801 can includes a plurality of vibration feedbacksensors 803 a-803 d in communication with a vibration control computer(VCC) 805. VCC 805 is in communication with each active vibrationisolator in system 601 so that the isolation frequency of each activevibration isolator can be actively modified during operation. Thevibration control system is configured to detect and convey vibrationdata through a plurality of feedback sensors 803 a-803 d to regulate theisolation frequency of at least one vibration isolator 401 a-d.

The vibration suppression system of the present application providessignificant advantages, including: 1) efficient and effective vibrationsuppression rotor induced vertical hub shear forces, hub pitch moments,and hub roll moments; 2) improved occupant ride quality; 3) improvedlife of life critical rotorcraft components; 4) decreased size ofisolators; and 5) ability to control the roll, pitch, and shear withoutthe assistance of externally mounted systems to the transmission.

It is apparent that embodiments with significant advantages have beendescribed and illustrated. Although the embodiments in the presentapplication are shown in a limited number of forms, it is not limited tojust these forms, but is amenable to various changes and modificationswithout departing from the spirit thereof.

The invention claimed is:
 1. A vibration suppression system for an aircraft, comprising: a pylon mount structural assembly configured to control pitch and roll dynamics of a vibrating body within the aircraft, the pylon mount structural assembly having a pylon structure configured to support the vibrating body at a point of coupling; and a vibration isolator located at each end of the pylon structure to control the transmission of vibrations through the aircraft, the vibration isolator being spaced away from the vibrating body, the vibration isolator having; a piston spindle resiliently coupled to an upper housing with an upper elastomer member, the piston spindle being resiliently coupled to a lower housing with a lower elastomer member; and a spherical bearing assembly having an attachment member, the spherical bearing assembly is located at least partially around the lower housing for coupling to the pylon structure; wherein the spherical bearing assembly is configured to compensate for misalignment in loading between the pylon mount structural assembly and the vibrating body.
 2. The vibration suppression system according to claim 1, wherein the pylon structure is conformed to locate the point of coupling inboard of the vibration isolator.
 3. The vibration suppression system according to claim 1, wherein the pylon structure is located above a roof beam.
 4. The vibration suppression system according to claim 1, wherein the vibration isolator is spaced away from the vibrating body to be at least one of forward of the vibrating body and aft of the vibrating body.
 5. The vibration suppression system according to claim 1, wherein the pylon structure is configured to correlate the motion of the vibrating body by suspending a portion of the vibrating body between a plurality of vibration isolators along the pylon mount.
 6. The vibration suppression system according to claim 1, the spherical bearing assembly further comprising: a spherical elastomeric member having; an elastomeric material bonded between a non-resilient concave member and a non-resilient convex member.
 7. The vibration isolator according to claim 1, wherein the spherical bearing assembly is located to have a waterline location equal to a waterline location of a driveshaft axis.
 8. The vibration isolator according to claim 1, wherein the piston spindle is configured for coupling to the vibrating body.
 9. The vibration isolator according to claim 1, wherein the piston spindle is configured for coupling to a pylon assembly of an aircraft.
 10. The vibration isolator according to claim 1, wherein the spherical bearing assembly is configured for coupling to a roof structure of an aircraft.
 11. The vibration isolator according to claim 1, wherein the vibrating body is at least one of an aircraft engine, an aircraft transmission, an aircraft propeller, or an aircraft rotor.
 12. The vibration isolator according to claim 1, further comprising: a vibration control system configured to detect and convey vibration data through a plurality of feedback sensors to regulate an isolation frequency of at least one vibration isolator.
 13. A vibration suppression system for an aircraft, comprising: a pylon mount structural assembly configured to control pitch and roll dynamics of a vibrating body within the aircraft, the pylon mount structural assembly having a pylon structure configured to support the vibrating body at a point of coupling; and a vibration isolator located at each end of the pylon structure to control the transmission of vibrations through the aircraft, the vibration isolator being spaced away from the vibrating body, the vibration isolator having; a piston spindle resiliently coupled to an upper housing with an upper elastomer member, the piston spindle being resiliently coupled to a lower housing with a lower elastomer member; and a spherical bearing assembly having; an attachment member; and a spherical elastomeric member having; an elastomeric material bonded between a non-resilient concave member and a non-resilient convex member; wherein the spherical bearing assembly is located at least partially around the lower housing for coupling to the pylon structure; wherein the spherical bearing assembly is configured to compensate for misalignment in loading between the pylon mount structural assembly and the vibrating body; and wherein the pylon structure is conformed to locate the point of coupling inboard of the vibration isolator.
 14. The vibration isolator according to claim 13, wherein the piston spindle is configured for coupling to the vibrating body.
 15. The vibration isolator according to claim 13, wherein the piston spindle is configured for coupling to a pylon assembly of an aircraft.
 16. The vibration isolator according to claim 13, wherein the spherical bearing assembly is configured for coupling to a roof structure of an aircraft.
 17. The vibration isolator according to claim 13, wherein the vibrating body is at least one of an aircraft engine, an aircraft transmission, an aircraft propeller, or an aircraft rotor.
 18. A vibration suppression system for an aircraft, comprising: a pylon mount structural assembly configured to control pitch and roll dynamics of a vibrating body within the aircraft, the pylon mount structural assembly having a pylon structure configured to support the vibrating body at a point of coupling; and a vibration isolator located at each end of the pylon structure to control the transmission of vibrations through the aircraft, the vibration isolator being spaced away from the vibrating body, the vibration isolator having; a piston spindle resiliently coupled to an upper housing with an upper elastomer member, the piston spindle being resiliently coupled to a lower housing with a lower elastomer member; and a spherical bearing assembly having; an attachment member; and a spherical elastomeric member having; an elastomeric material bonded between a non-resilient concave member and a non-resilient convex member; wherein the spherical bearing assembly is located to have a waterline location equal to a waterline location of a driveshaft axis; wherein the spherical bearing assembly is located at least partially around the lower housing for coupling to the pylon structure; wherein the spherical bearing assembly is configured to compensate for misalignment in loading between the pylon mount structural assembly and the vibrating body; and wherein the pylon structure is conformed to locate the point of coupling inboard of the vibration isolator.
 19. The vibration suppression system according to claim 18, wherein the vibration isolator is spaced away from the vibrating body to be at least one of forward of the vibrating body and aft of the vibrating body.
 20. The vibration suppression system according to claim 18, wherein the pylon structure is configured to correlate the motion of the vibrating body by suspending a portion of the vibrating body between a plurality of vibration isolators along the pylon mount. 